hazelton



(No Model.) 2 SheetsSheet 1. I. HAZELTON. GAR HEATING APPARATUS.

1N0.427,863. Patented May 13,1890.

(No Model.) 2 Sheets-Sheet '2.

I. HAZELTON. GAR HEATING APPARATUS.

\Patented May 13, 1890.

cccccccccccc WI'I'FIELYESEE.

UNiTnD STATES PATENT FFICE.

IVORY HAZELTON, OF BOSTON, MASSACHUSETTS, ASSIGNOR OF T\VO-THIRDS TO SUSAN D. SHORT, OF SAME PLACE.

CAR-HEATING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 427,863, dated May 13, 1890.

Application filed July 22, 1889. Serial No. 318,298. (No model.)

To all whom it may concern:

Be it known that I, IVORY HAZELTON, of Boston,in the county of Suifolk and State of Massachusetts, have invented new and use 5 ful Improvements in Car-Heating Apparatus,

of which the following is a specification.

This invention relates to that class of carheaters in which the train of cars is heated from the locomotive, the heat in this instance being in the form of hot air. The nature of the invention is fully described below, and is illustrated in the accompanying drawings, in which- Figure 1 is a side elevation of alocomotive fitted up with a portion of my invention. Fig. 2 is a cross vertical section taken on line a", Fig. 1. I Fig. 3 is aside elevation of a passenger-car fitted up with a portion of my invention, a small portion of the car being repre- 2o sented as broken out the better to illustrate the device. Fig. 4 is an enlarged plan of that portion of the apparatus which is beneath a car removed therefrom, portions be ing broken out to save space in the drawings. Fig. 5 is an enlarged longitudinal vertical section of a connection or joint between cars. Fig. (3 is a detail longitudinal vertical section taken at a point where the hot air is conducted from a main flue into a register.

Similar letters of reference indicate like parts.

A represents an ordinary locomotive. B is a' metallic structure or cylinder built around the smoke-arch (see Figs. 1 and 2) and 0011- nected by the pipe with a blower D, supported by means of the standard D, or in any suitable manner secured to the locomotive at its forward end. The same means supports a motor E, actuated by steam conducted thereto 40 from tlie steam-dome A by means of the pipe at. A pipe 19 connects the chamber B, formed by the structure B, with the flue F, which extends under the locomotive, through the ashpit A and is secured at its rear end at F, as shown. At this point it is provided with a flexible tube 6, whose rigid outer end (Z is provided with a bayonet-joint, whereby it may be secured to the rigid end of a tube secured to the tender. The tender is not shown in the drawings, but the other portion (1 of the bayonet-joint is shown in Fig. 3 on a passenger-car.

Air is forced by means of the blower D (which is actuated by the motor E) into the chamber B, where, being guided by the parv tition B, it is forced around the smokearch, becoming heated thereby during the process, and is then guided by the partition 13 into the pipe 1), and thence to the flue F and to the train.

At the connections between the engine and tender, tender and car, and between cars, (see Figs. 1, 3, 4, and 5,) the bayonet-joint consists of or is a part of the rigid tubes (Z d, which are connected to the main fines by flexible connections 6 e, and the parts (1 d are removably connected together by springs f, whose fixed ends are secured at f to the part (1, and whose free ends f lie in depressions cl" in the part d of the joint.

Any suitable joint orpipe coupling may be used in place of the one described and illustrated, as this is not a part of the present in vention.

Beneath each car is alarge flue H, (see Figs. 3 and 4,) secured by hangers h, or other suitable means, to the car between the trucks and the outer edge. In this flue are dampers J, operated by hand-wheels J, (see Figs. 3, 4., and 6,) which may extend up through the carfloor I at convenient points, and extending up from the lines are sub-fines K, leading into the car and provided with registers K. Two sub-fines would preferably extend directly up into the car at opposite ends on one side of the aisle, (the main flue being one side of the center,) and a third would extend up from a horizontal branch flue K and enter the car in the middle of the aisle. At the entrance to each sub-flue (see Fig. 6) is balanced a bent valve L, of blunt inverted-V shape, said valve being supported centrally at its bendvby a horizontal shaft N. The effect is that from whichever end the hot air approaches, the farther side or wing of the valve is lifted and closes, while the nearer side drops and catches and deflects the hot air into the subflue, and thence to the register. By this means a car may be heated from either end, the bent or wing valves acting automatically.

By means of a branch orY pipe P, Figs] and 2, cold air may in the summer months be introduced instead of hot air.

Having thus fully described my invention, what I claim, and desire to secure by Letters Patent, is-

The herein-described improved car-heating apparatus, consisting, essentially, of the folbwing parts, viz: the structure or cylindrical box B, situated over the smoke-arch, the blower D in front of the smoke-arch and conneeted by means of a pipe 0 with the interior of the said box, the motor E, connected by a pipe a with the steam-dome, connectingpipe I), flue I flues IT, placed beneath the cars whichever direction the cars may be moving,

and suitable flexible connections between the cars, substantially as set forth.

IVORY IIAZELTON. Witnesses:

HENRY W. WILLIMIS, ARTHUR W. LUuIns. 

